Deck-edge hinge for loading bridge

ABSTRACT

A fully protective multi-unit railroad freight car for carrying motor vehicles on two or three levels with the lowest level being in a cargo well between a pair of deep side sills. A pair of vehicle-carrying decks are adjustable in height and are counterbalanced against each other during adjustment of their locations. A roof structure is light in weight and constructed of corrugated sheet metal with a self-supporting central portion. The ends of the car are equipped with three-panel folding doors, and a flexible diaphragm closes the space between articulated adjacent car units supported by a shared truck. A modular brake operating system is mounted on the car body. A hinge for a bridge for use in loading the car is adjustable to a stowage position in an edge of a deck.

This application is a continuation-in-part of U.S. patent applicationSer. No. 08/730,810, filed Oct. 17, 1996, now U.S. Pat. No. 5,743,192.

BACKGROUND OF THE INVENTION

The present invention relates to railroad freight cars and in particularto an articulated multi-unit freight car for carrying motor vehicles onmultiple levels.

Railroad freight cars have long been used for transporting newlymanufactured automobiles long distances from the point of manufacture ora port of arrival to cities where dealerships are located or where theautomobiles are reloaded onto trucks for moving the automobiles overhighways to the locations of dealerships. In order for such railroadfreight cars to be most economical it is desirable to carry a maximumnumber of motor vehicles on each railroad car, but it is also desired tobe able to carry several different types of motor vehicles on each carand to be able to reconfigure the railroad freight car to carry suchdifferent types of vehicles without undue difficulty.

It is known to adjust load-carrying decks in motor vehicle-carryingrailroad cars to facilitate carrying different types of motor vehicles,but provisions for making such adjustments in the past have beenunsatisfactory.

Not only is it desired to carry a maximum number of automobiles or othermotor vehicles on each railroad car, it is also desired to keep thecenter of gravity of a loaded car as low as possible, to promote lateralstability of the loaded railroad car. Railroad cars are restricted insize to fit within clearance envelopes established by agreements reachedamong railroads in order to avoid collisions between trains on adjacenttracks and to ensure that all cars fit within the clearances availablealong the rail lines at places such as bridges and tunnels.

In order to avoid pilferage or vandalism of motor vehicles and toprotect motor vehicles from airborne hazards, many railroad freight carsdesigned to carry motor vehicles are enclosed and include roofs and enddoors. The height of such a car, including its roof, is limited by theapplicable clearance envelope. In order to have a maximum of heightavailable within the confined space inside such a railroad freight car,then, it is desired for the structure of its roof to be as shallow aspractical consistent with the strength required for the roof towithstand the weather and the forces resulting from loading, unloading,and operation of the car as part of a train.

Although doors are needed at the ends of such railroad freight cars toprotect the motor vehicles carried inside, it must be possible to openthe doors to provide ample clearance for loading and unloading the cars,and it would be desired to do so without the open doors being in the wayof locomotives or cars on adjacent tracks.

It is also necessary to be able to interconnect vehicle-carrying decksof adjacent railroad freight cars of the type disclosed in order topermit motor vehicles to be moved from one of such cars to an adjacentsimilar car or a loading dock during the process of loading orunloading. The requirement for such interconnection should not imposeany limitations on the shape of the ends of vehicle-carrying decks.

While it is necessary for a person to be able to climb to uppervehicle-carrying decks in such a car during the process of loadingvehicles onto the car or unloading them from the car, it is otherwiseundesirable for access to the upper decks to be available.

At most times it is desired to limit entry of air, which may includesmoke and airborne dust of types which may be corrosive or abrasive andthus easily able to damage the surface finish of newly-manufacturedmotor vehicles. This is important particularly because it takes asignificant amount of time for paint and other protective coatings toreach to their maximum toughness and hardness.

What is needed, then, is an improved railroad freight car which iseasily adjustable to serve for carrying a maximum number of motorvehicles of differing sizes and for providing ample protection of suchmotor vehicles against pilferage and against damage from the elements.

SUMMARY OF THE INVENTION

The present invention overcomes the aforementioned shortcomings of priorart railroad cars and meets the aforementioned needs by providing animproved multi-unit railroad freight car for carrying motor vehicles onmultiple levels, protectively covered, in railroad car bodies eachincluding a motor vehicle-carrying floor in a well defined between apair of side sills. In a railroad freight car which is a preferredembodiment of the present invention, portions of the floor of each wellare inclined, and the top of an intermediate body bolster located at oneend of the well is also inclined downwardly toward the bottom of thewell.

In one embodiment of the present invention a pair of motor vehicle decksare spaced upwardly above the well floor, where they are adjustable inheight and are counterbalanced against each other to facilitate movementof both decks.

In a preferred embodiment of the car, a pair of three-panel doors areprovided at each end of the car and at least one such three-panel doorcarries a ladder on an inner side of one panel, so that the ladder isaccessible when the three-panel door is open but is not available whenthe door is closed.

A railroad car which is one embodiment of the invention includesprotective side walls of sheet metal construction each including sideposts extending upwardly above a middle chord, included in a side sill,to a top chord of the car body.

In one embodiment of such a car, a roof of transversely corrugated sheetmetal extends upwardly and transversely above the side walls,interconnecting the two side walls on opposite sides of the car body,with reinforcement and support of the roof provided by tapered carlineswhich extend upwardly and slope inwardly along steeply inclined lateralportions of the roof but do not extend across the substantiallyhorizontal, center portion of the roof, which is self-supporting, yethas a shallow depth leaving a maximum interior height available insidethe car body.

In accordance with another aspect of the present invention several brakesystem components are assembled into a module which can be testedseparately from the remainder of the car and which is installed and maybe removed from the car as a module, simplifying assembly andinstallation of the brake system.

In a preferred embodiment of the present invention, clearance foraccommodating the height of vehicles is maximized by reducing the heightof surfaces supporting the laterally spaced-apart wheels of motorvehicles and increasing the height of bottom surfaces of motor vehicledecks by providing cambered deck profiles.

In accordance with yet a further aspect of the present invention, anadjustable hinge in an operative configuration extends from one end of avehicle-carrying deck of the railroad freight car of the presentinvention. Such a hinge is movable with respect to the vehicle-carryingdeck about a vertical pivot axis, into a stowage configuration in whicha hinge body is housed within a pocket defined in such avehicle-carrying deck.

The foregoing and other objectives, features, and advantages of theinvention will be more readily understood upon consideration of thefollowing detailed description of the invention, taken in conjunctionwith the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevational view of a multi-unit railroad freight carembodying the present invention.

FIG. 2 is a side elevational view of one car unit and a part of theother unit of the car shown in FIG. 1, at an enlarged scale.

FIG. 3 is a cutaway side elevational view of a car body of one unit ofthe multi-unit railroad freight car shown in FIG. 1 showing themechanisms for adjusting the heights of the motor vehicle-carrying decksof the car body and showing an end portion of one of themotor-vehicle-carrying decks in a upwardly inclined position to provideclearance during loading and unloading of the car.

FIG. 4 is a section view, at an enlarged scale, of a side sill of thecar body of the car unit shown in FIG. 2, taken along line 4--4.

FIG. 5 is a section view, at an enlarged scale, of a side sill of thecar body of the car unit shown in FIG. 2, taken along line 5--5.

FIG. 6 is a section view, at an enlarged scale, of a side sill of thecar body of the car unit shown in FIG. 2, taken along line 6--6.

FIG. 7 is a partially cutaway view of parts of the adjacent ends of themulti-unit car shown in FIG. 1, at an enlarged scale.

FIG. 8 is a section of a top portion of the body bolster and lowerportions of the side walls of the car body shown in FIG. 3, taken alongline 8--8.

FIG. 9 is a simplified sectional view of the car body shown in FIG. 2,taken along line 9--9, showing a pair of motor vehicle-carrying decks ina first configuration.

FIG. 10 is a sectional view, taken on the same plane as FIG. 9, showingthe motor vehicle-carrying decks in a different configuration.

FIG. 11 is a sectional view, taken along the same plane as FIG. 9,showing the motor vehicle-carrying decks in yet a third configuration.

FIG. 12 is a detail view of a part of the mechanisms for adjusting theheights of the motor vehicle-carrying decks of the car body.

FIG. 13 is a simplified schematic end view of the car body shown in FIG.3, showing a portion of the support apparatus used for raising an endportion of a motor vehicle-carrying deck during loading and unloading ofthe freight car.

FIG. 14 is an end elevational view of the railroad freight car shown inFIG. 1, showing an arrangement of three-panel end doors which form oneaspect of the present invention.

FIG. 15 is a top plan view of an end portion of the railroad freight carshown in FIG. 1, with the three-panel doors shown in FIG. 14 in a closedposition.

FIG. 16 is a top plan view of adjacent end portions of a pair ofrailroad freight cars of the type shown in FIG. 1, with the three-panelend doors in their open positions and bridge plates in place between theadjacent cars.

FIG. 17 is a partially cutaway side view of a portion of the roof of therailroad freight car shown in FIG. 1, at an enlarged scale.

FIG. 18 is a detail view, at an enlarged scale, showing the manner ofattachment of the roof shown in FIG. 17 to the side wall of the railroadcar shown in FIG. 1.

FIG. 19 is a view taken in the direction indicated by line 19--19 inFIG. 18, showing the interconnection of the roof shown in FIG. 17 to theside wall of the railroad car shown in FIG. 1.

FIG. 20 is a section view on line 20--20 of FIG. 18 showing theattachment of a carline as a portion of the structure of the roof of therailroad freight car shown in FIG. 1.

FIG. 21 is a top plan view of bridge plates between adjacent bodybolsters and a flexible diaphragm interconnecting the bodies of the carunits of the multi-unit freight car shown in FIG. 1 at an articulatedcoupling between the car units.

FIG. 22 is a top plan view of the air brake system module shown in FIG.1.

FIG. 23 is a front elevational view of the air brake system module shownin FIG. 22.

FIG. 24 is an end elevational view of the air brake system module shownin FIG. 22.

FIG. 25 is a simplified top plan view showing ends of a pair ofautomobile-carrying decks of a pair of railroad freight cars with bridgestructures extending between the adjacent ends of the decks in positionto permit motor vehicles to be moved from one car unit to another, andshowing one end of each bridge structure supported by a hinge assemblywhich is one aspect of the present invention.

FIG. 26 is a partially cut-away top plan view of a portion of a deck ofthe railroad freight car, showing a hinge arrangement in use to attachone of a pair of bridge structures to an end of the deck.

FIG. 27 is a partially cut-away top plan view of a deck of the railroadfreight car, showing a hinge assembly in a stowed position within apocket defined by a portion of the deck.

FIG. 28 is a top plan view of the stowed hinge assembly shown in FIG. 27with parts of the hinge assembly cut away for clarity.

FIG. 29 is an elevational view taken along Line 29--29 of FIG. 28,showing the hinge assembly in its stowed position.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to FIG. 1 of the drawings which form a part of thedisclosure herein, a multi-unit railroad freight car 30 embodying thepresent invention includes a pair of car units 32 and 34, with aconventional two axle truck 36 and a coupler 38 at an outer end 39 ofeach of the car units 32 and 34. A shared truck 40 supports both of apair of adjacent ends 42, 44 of the car units 32, 34, which areinterconnected with each other and the shared truck 40 through anarticulating coupling 45 associated with the shared truck 40.

The car units 32, 34 each have enclosed bodies with upright side walls46 and roofs 48, and a flexible cover or diaphragm 50 interconnects theside walls 46 and roof 48 of the car unit 32 with those of the adjacentcar unit 34.

Cargo Well

Referring to FIGS. 2, 3, 4, 5, 6, 7 and 8, the car unit 34, which isessentially identical to the car unit 32, includes a car body 52 whosestructure includes a body bolster 54 at its outer end 39, and a bodybolster 56 at its opposite, or articulated, end, supported by thepreviously-mentioned shared truck 40. Extending along a pair oflaterally opposite sides 51 and 53 of the car body 52, andinterconnecting the body bolsters 54 and 56, are a pair of deep sidesills 58, defining a cargo well 59. Each side sill 58 includes a middlechord 60 of the car body 52, a downwardly extending web plate 62, and abottom chord 64.

In a longitudinally central portion of the car body 52, the bottom chord64 is a longitudinally extending piece of bent plate thicker than theweb plate 62, having a generally horizontal, inwardly-extending flangeportion 66 interconnected through an arcuately curved portion with adiagonally upwardly and outwardly inclined leg 68 extending parallelwith and welded to a lower portion 69 of the web plate 62. The lowerportion 69 extends diagonally downwardly and inwardly from ahorizontally extending longitudinal bend line 70, above which the webplate 62 extends generally vertically. The middle chord 60 may include adeep C-shaped formed channel 73 whose legs 74 extend outwardly and whichis welded to the inner side and upper margin of the web plate 62,forming a box section similar in form similar to that of the side sillsof the railroad freight car disclosed in U.S. Pat. No. 5,170,718.

In the portions of the car body 52 that are closer to the body bolsters54 and 56, tapered fishtail-shaped plates 76 extending generallyvertically and longitudinally are located alongside and laterally spacedinwardly apart from the web plate 62, depending beneath the inner sideor web 78 of the C-shaped channel 73 of the middle chord 60. The webplate 62 is similarly tapered to a shallower depth near the bodybolsters 54 and 56. The bottom chord 64 in the tapered portions of eachside sill 58 extends at an upwardly inclined slope toward the respectiveone of the body bolsters 54, 56. In the tapered end portions of the sidesills 58 the bottom chord 64 is a substantial angle member 84 attachedto the inner face of each plate 76 with an upright leg 86 welded to theplate 76 and an inwardly-directed horizontal leg 88.

The body bolster 54 at each outer end of the car 30 is of a shallowtransversely-extending box configuration including a top plate 55 whichextends transversely of the car between the middle chords 60 of the twoside sills 58. A pair of portions 80 of the top plate 55, on either sideof the center bearing of the truck 36, are depressed a small distance aschannels to receive the wheels of a motor vehicle and thus to provide asmall additional amount of overhead clearance. A floor plate 83extending from the top plate 55 to the outer end 39 of the car body 52is sloped upwardly from the portion 80 toward the outer end 39 of thecar body 52, at a shallow angle of, for example, about 2°.

The body bolster 56 adjacent the articulated end of each car unit 32, 34is of a non-rectangular transverse box design and has a heavy top plate57 including an end portion 90 located nearer the end 42 of the car unit32, whose top surface is generally horizontal, while an inner portion 92of the top plate 57, closer to the middle of the car unit 34, isinclined downwardly toward the longitudinally central portion of the carbody 52, at a shallow angle of, for example, approximately 5° below thehorizontal.

The middle chords 60 on each side 51 and 53 of the car body rest atopthe laterally outboard portions of the body bolsters 54 and 56, thusresting on the top plates 55 and 57. The side sills 58 are welded to thebody bolsters 54 and 56 with only the middle chords 60 above the bodybolsters 54 and 56, and with the rest of the side sills depending belowthe height of the top plates 55 and 57 to define the cargo well betweenthe side sills 58 and between the body bolsters 54 and 56.

Resting atop and interconnected with the bottom chords 64 of the sidesills 58 is a transversely-extending well floor 100, which is generallyflat in a transverse direction and substantially planar and horizontalin the longitudinally central portion of the car body 52. The well floor100 is inclined upwardly toward the sloped portion 92 of the top plate57 of the body bolster 56. The well floor 100 is preferably verygradually curved as seen in side view (FIGS. 3,7), and the angle member84 is bent to support the well floor in such a large-radius curvature.The well floor is constructed of transversely corrugated sheet metal, toprovide the required strength with light weight, and is held down to thebottom chord 64 of the side sills 58 by flat bar 103 located atop thelateral margins 101 of the well floor 100 and welded to the web plate 62of the side sills 58.

An additional layer of material is located atop the corrugated sheetmetal along the tracks to be followed by the tires of motor vehiclesbeing carried, and includes an upper, motor vehicle-supporting surface102. The upper surface 102 of the well floor 100 at each end of the carbody 52 is aligned in height even with the top of the respective bodybolster 54 or 56.

The upper surface 102 of the well floor is defined in one embodiment ofthe invention by a grating of a type compatible with a chock systempermitting chocks to be attached to the grating at any required positionalong the upper surface 102 of the well floor 100 to hold a motorvehicle in any desired position along the well floor 100. One such chocksystem, for example, is disclosed in Winsor U.S. Pat. No. 5,302,063, ofwhich the disclosure is hereby incorporated herein by reference, and theradius of curvature of the well floor is great enough, with only largeradius curvatures, with a radius of 350 inches or more, 440 inches forexample, so that such a chock can be mounted at any location along thewell floor 100, without any positions made unavailable by curvature.

The central portion of the well floor 100 thus is as much as 26 inchesbelow the tops of the body bolsters 54 and 56, which permits motorvehicles to be carried with their wheels supported at a minimum heightabove the tracks on which the railroad car 30 is located. This lowersthe center of gravity of the loaded car, while providing a maximumclearance height within the car bodies 52, above motor vehicles stowedin the cargo wells 59 of the car 30. The large radius of curvature ofthe sloped parts of well floor 100 also assures ample clearance beneaththe bottom of a motor vehicle being loaded or unloaded over the trucks36 and 40.

Movable Decks

Motor vehicle-carrying decks 104 and 106 are provided above the wellfloor 100 to support motor vehicles in the car units 32 and 34 at one ortwo additional levels. Preferably, the motor vehicle-carrying decks 104and 106 are of transversely corrugated sheet metal structure,transversely arched to provide an upward camber, with downwardly open,shallow channel members 107 extending longitudinally of the car body 52welded to the top of the decks 104, 106 to add longitudinal rigidity.This structure allows the decks 104 and 106 to have a very smallvertical depth 98 so that a maximum vertical clearance is available formotor vehicles to be carried.

The two motor vehicle-carrying decks 104, 106 are adjustable in heightto provide different amounts of vertical clearance above, between, andbelow them as is illustrated in FIGS. 9, 10, and 11. In a firstarrangement of the motor vehicle-carrying decks 104, 106, shown in FIG.9, approximately equal clearance heights 108, 110 are provided aboveboth of the motor vehicle-carrying decks 104, 106, so that the railroadcar 30 can be used to carry moderately tall motor vehicles such asmini-vans on all three levels of the car body 52. The motorvehicle-carrying decks 104 and 106 preferably also have grates 111compatible with the previously-mentioned chock system as their uppersurfaces along the wheel tracks for motor vehicles to be carried.

In FIG. 10, the two motor vehicle-carrying decks 104 and 106 are shownin a mid-height position with the upper motor vehicle-carrying deck 106closely atop the lower motor vehicle-carrying deck 104, giving maximumheight clearances 112, 114 above the well floor 100 and above the uppermotor vehicle supporting deck 106, to permit taller motor vehicles suchas light trucks to be carried on both the well floor 100 and the uppermotor vehicle-carrying deck 106.

In FIG. 11, the motor vehicle-carrying decks 104 and 106 are shownarranged at heights similar to those of motor vehicle decks available inpreviously known railroad cars, in order to facilitate loading andunloading the railcar 30 at loading docks designed to accommodatepreviously known motor vehicle-carrying railcars. This arrangement ofthe motor vehicle-carrying decks 104, 106 provides only a smallerclearance height 116 between the lower and upper motor vehicle-carryingdecks 104 and 106, but provides for carriage of motor vehicles of lowoverall height with the center of gravity of the loaded car 30 somewhatlower by comparison with the arrangement shown in FIG. 9. Nevertheless,the vertical clearance 116 is ample for a passenger auto between the topsurface of the lower motor vehicle supporting deck 104 and the bottom ofthe upper motor vehicle supporting deck 106, in a preferred embodimentof the invention.

As may be seen with reference to FIGS. 3 and 12, the adjustment of theheights of the motor vehicle-carrying decks 104 and 106 is accomplishedeasily in the railcar 30 according to the present invention. Each sidewall 46 of the car body 52 includes upright side posts 122 spaced apartfrom each other longitudinally of the car body, with a center-to-centerspacing of 3 feet, for example. The side walls 46 are preferably ofwelded sheet metal construction including flanged rolled channelsforming the upright side posts 122 so that the side walls are light, yetstrong enough to support the weight of the motor vehicle-carrying decks104, 106 and the motor vehicles carried thereon. A top chord 124extending longitudinally of the car 30, between corner posts 126 locatedrespectively at each end of the car body 52, interconnects the upperends of the side posts 122. The top chord 124 is preferably of formedmetal plate, for example 1/4 inch thick, with a horizontal inwardlydirected bottom, or foot portion 140, a lower vertical portion 142, anupward diagonal portion 144, and a vertical upper margin portion 146.

Each upright side post 122 of the side wall 46 is attached to the topchord 124 by a short filler plug 148 which is welded to the bottom ofthe inwardly-directed horizontal foot portion 140 of the top chord 124,and which extends downwardly within the upwardly-open top end of theside post 122, while the upper end of the outermost sheet of the sidewall 46 extends upwardly along the lower vertical portion 142 of the topchord member 124.

The motor vehicle decks 104 and 106 are each provided in the form ofthree segments arranged end-to-end, and, at any of the availableheights, each of the segments is fastened securely and tightly to theside posts 122 by bolts 128 or other releasable but tight fasteners sothat the motor vehicle-carrying decks 104 and 106 are incorporatedstructurally in and add rigidity to the entire car body 52 as well asbeing solidly supported by the side walls 46.

The corresponding segments of each deck 104, 106 located above oneanother are connected to each other and counterbalanced against eachother through a set of interconnecting and supporting cables 130, eachof which extends upwardly from both of a pair of interconnectedcounterbalancing deck segments and rides around a respective pulley 134supported by the top chord 124 of the respective one of the side walls46. Preferably, the height of each pulley 134 is adjustable, as by thepulley 134 being suspended from a lever 136 movable by means of anadjustment screw 138 to place the respective cable 130 in tension andthus transfer a respective part of the weight of the respective segmentof both motor vehicle-carrying decks 104, 106 to the pulley.

When the paired segments of the motor vehicle-carrying decks 104 and 106are unfastened from the side posts 122 by removing the bolts 128 theyare supported by the cables 130 and can be moved toward and away fromeach other in a counterbalanced relationship in moving, for example,between the positions shown in FIG. 9 and the positions shown in FIG.10. Once the position of a segment of one of the decks 104, 106 has beenestablished and that segment is secured in place by bolts 128 attachingit to the side posts 122, the position of the other deck segment of thepair can be adjusted precisely by movement of the screw 138 thatcontrols the lever 136 supporting the pulley 134 with respect to eachend and each side of the motor vehicle-carrying deck segment concerned.The same method is used for adjusting the heights of each of the pairsof segments of the upper and lower motor vehicle-carrying decks 104, 106for the entire length of each car unit 32 or 34.

Adjacent each end of each car unit 32 or 34, a hinged portion 150 of thelower motor vehicle-carrying deck 104 can be raised as much as about 4feet to an inclined position above the beams 154, which remain fastenedto the side walls 46 by the bolts 128 and extend longitudinally of thecar. An inner end of the hinged portion 150 of the deck is attached tothe beams 154 by hinges 152. The hinges 152 extend upward to a pivotaxis 156 through which the inner end of the of the deck is attached tothe longitudinal beams 154 on either side.

A winch line or lifting cable 160 is connected to the hinged portion 150of the deck 104, on the first side 51 of the car body 52, near an end ofthe car unit, and extends upward around a sheave 162 which may bemounted in a fixed location, preferably on the first side post 122 ofthe car body toward the mid-length of each car unit from the nearestcorner post 126. The cable 160 extends from the sheave 162 down to awinch 164, which may be manually operable, power-driven, or adapted toreceive a portable motor, and which is used to raise the hinged portion150 of the deck 104 by winding up the lifting cable 160.

As shown in FIG. 13, the movable outer end 165 of the hinged portion 150of the motor-vehicle carrying deck 104 is kept level, and twisting isprevented, by a static line 166 attached to the side wall 46 of the carbody 52 in a location 167 near the lifting cable sheave 162, but on thelaterally opposite side 53 of the car body 52. The static line 166 maybe a steel cable, for example, and extends downward and beneath a guideelement such as the static line sheave 168 attached to the hingedportion 150, and thence transversely beneath the hinged portion 150 ofthe deck 104 to the side of the deck where the lifting cable 160 islocated. The static line 166 then passes over the top of another guideelement attached to the hinging segment 150, such as a second staticline sheave 170, and extends further downward, to a location 172 where alower end of the static line 166 is fixedly attached to the side wall 46of the car body 52. With the appropriate amount of tension maintained inthe static line 166, regardless of the height of the hinged portion 150of the deck 104, and regardless of the position of the entire lowermotor vehicle-carrying deck 104 with respect to the car body 52, thestatic line 166 will keep the outer end 165 of the hinged portion 150 ofthe deck substantially level with the side of the hinged portion 150 ofthe deck to which the lifting cable 160 is connected.

The hinged portion 150 of the motor vehicle-carrying deck 104 can thusbe raised easily during loading of motor vehicles into the cargo well 59to provide ample overhead clearance as motor vehicles pass over thetruck 36 at each end of the multi-unit car 30 or over the shared truck40 between car units 32 and 34.

End Doors

At each end of the multi-unit car 30, a pair of hinged three-panel doors180 and 182 close the respective end of the multi-unit car 30. Eachthree-panel door 180 or 182 extends the entire height of the car body,as shown in FIG. 14, and extends from one side of the car body to thecenterline 184 of the car body, as shown in FIGS. 14 and 15.

As shown in FIG. 16, each three-panel door 180 or 182 may be swung openinto a position in which the three vertically-extending segments of eachdoor, a corner panel 186, a middle panel 188, and a center panel 190,nest closely alongside each other and adjacent the respective cornerpost 126 of the car body 52, to which each of the three-panel doors isattached by a respective set of hinges 192.

The corner door panel 186 extends diagonally inward and slightly towardthe end of the car from the corner post 126 when the three-panel door180 is fully closed, and the middle and center panels 188, 190 extendsubstantially transversely, aligned with each other and with the centerand middle panels 188, 190 of the door 182 on the opposite side of thecenterline of the car 30. The middle and center panels 190 of the door180 or 182 are attached to the corner panel 186 and middle panel 188,respectively, by hinges 194 which permit them to be folded parallel witheach other and nearly parallel with the corner panel. The folded door180 or 182 thus fits partially within the space defined by the J-shapedcorner posts, as shown in FIG. 16, so that the folded door 180 or 182extends outward, laterally of the car body 52, only a minimum distance196, thus remaining within the available clearance envelope when theouter ends 39 of the car are fully opened to permit loading andunloading of motor vehicles. Thus, with the three-panel doors 180 and182 fully opened, the doors are not exposed to damage from properlyoperated railroad trains on an adjacent track.

A ladder 198, including several horizontal rungs, or steps 200,supported by a pair of vertical side members 202, is attached to aninner side of the corner panel 186, and is available for use to climb tothe upper motor vehicle-carrying deck 106, with ample clearance, asshown at 204, available between the ladder 198 and an adjacent bridgeplate 206 extending between one of the motor vehicle-carrying decks 104or 106 of the car 30 and an adjacent car 30 or a loading dock (notshown). When the doors 180, 182 are closed, however, the ladder 198enclosed is inside the car and thus is unavailable, so that it cannot beused to gain unauthorized access to motor vehicles or other cargocarried in the car 30.

Roof

Referring to FIGS. 17, 18 and 19, the roof 48 extends upward above thetop chords 124 and encloses the top of each car body 52. The roof 48 isof corrugated sheet metal construction which is, in a laterally centralspan 210, generally horizontal and self-supporting as a result of thecorrugation of the sheet metal of which the roof 48 is constructed. Alower portion 212 of the roof 48, on each side of the car 30, extendssteeply upward and curves arcuately inward toward the center line 184 ofthe car. Alternatively, the lower portions 212 of the roof 48 could beconstructed of similarly corrugated sheet metal in the form of generallyflat panels (not shown) joined at shallow angles.

A plurality of upwardly projecting reinforcing members, or partialcarlines 214 are spaced apart longitudinally of the car 30 and arefastened to the inner, or lower, side of the lower portions 212 of theroof 48 at intervals corresponding with and aligned with the locationsof the upstanding side posts 122 which are part of each side wall 46 ofthe car body 52. Each carline 214 is tapered from a widest or bottom end216 portion adjacent the top chord 124 of the side wall 46 of the carbody 52, to a narrow upper end 218. Each carline 214 is attached byfasteners 220 such as rivets, bolts, or the equivalent to the sheetmetal of which the roof 48 itself is constructed, and the lower end 216of each carline 214 extends downwardly along the inner side of thevertical top portion 146 of the top chord member 124, to which themargin of the lower portion 212 of the upwardly extending arcuate roofpanel is fastened by similar fasteners. Thus, the bottom ends 216 of thecarlines 214 are spaced upwardly apart from the upper margin of the topchord member 124 by a small distance. An upright connecting member 222is fastened to the lower end of the inner face of each carline by asimilar fastener 220 and extends downward to and rests upon an upperface of the inwardly-directed horizontal bottom, or foot portion 140 ofthe top chord member 124, directly above the corresponding side postmember 122. The upright connecting member 222 may have the form of aU-shaped channel, with a bottom portion of one leg of the channel cutaway to provide access to weld the lower end of the upright connectingmember 222 to the foot 140 of the top chord member 124 and to provideaccess for installation of one of the fasteners 220.

The outer skin of the roof 48, and the carlines 214, are made of pressedsheet metal, for example 14 gauge galvanized steel, with corrugationsspaced 6 inches apart, center-to-center, for example, with eachcorrugation 7/8 inch deep, so that, including the thickness of the steelsheet, the depth 224 of the roof 48, from its uppermost outside surfaceto its lowermost inside surface at any point, is less than 1 inch. Aclear horizontal span beneath the highest part of the roof 48 is nearly4 feet wide, and a clear span between the topmost portions 218 of thecarlines 214 is nearly 8 feet wide, in a preferred embodiment of theinvention.

Preferably, the roof 48 may be made in sections each extendinglongitudinally of the car body the same distance as, or a multiple ofthe distance between adjacent upright side posts 122, so that theoverlap of adjacent segments of the roof 48 coincides with and isfastened by the fasteners 220 attaching the carline 214 to the interiorof the roof 48 as shown in FIG. 20. Fasteners 220 are spaced apart alongeach overlap joint between adjacent segments of the roof at appropriatedistances, for example, approximately 9 inches, center-to-center, thespacing chosen to be close enough to cause adjacent longitudinalsegments of the roof to support each other and remain rigidlyinterconnected.

Flexible Diaphragm

Between the adjacent ends 42 and 44 of the adjacent car units 32 and 34of the multi-unit motor vehicle-carrying car 30 of the presentinvention, the flexible diaphragm 50 interconnects the sidewalls 46 androof 48 of the adjacent car bodies 52, to provide protection againstintrusion of dust-laden air or precipitation and to provide protectionagainst unauthorized entry of persons or animals. The nominal distancebetween the side walls 46 and roofs 48 of adjacent ends 42 and 44 of thecar units 32 and 34 may be 30 inches, for example, but may vary becauseof track curves in horizontal and vertical planes to be as small asabout 7 inches or as much as about 52 inches. The diaphragm 50 must alsoaccommodate lateral sway of the car units 32 and 34 in oppositedirections.

Bridging the space between the adjacent ends of the adjacent car units,on either side of the articulating coupling 45 interconnecting the carbodies 52, are a pair of bridge plates 232 shown in FIG. 21, one oneither lateral side of the articulating coupling 45. Each bridge plate232 is supported by the body bolsters 56 of both of the two car units32, 34 and is attached to one of them so as to be movable with respectto the other in order to accommodate the relative movement of the carbodies 52 as the car 30 negotiates curves in the track on which it isoperating. An outer margin 234 of each bridge plate 232 is arcuatelycurved.

The diaphragm 50 has the overall shape of an inverted U, and on eachside 51, 53 of the car 30 has an upright portion 236 interconnecting theadjacent car body side walls 46 with vertical margins attached to themargins of the side walls 46. An arcuately curved upper portion 238approximates the curvature of the roofs 208 of the adjacent car bodies52. The diaphragm includes a flexible membrane 242 of a rubber-likematerial joined to the margins of the car body side walls 46 and roofs48 by clamping brackets at the adjacent ends 42 and 44. The overalllength of the flexible membrane 242 is greater than the greatestdistance between adjacent side wall margins when the car 30 is on curvedtrack, in order to accommodate relative movement between the car units32 and 34, and the membrane is formed in a way which urges it to formcurved pleats elastically, as with the bellows of an accordion, as themargins of the car body side walls 46 approach one another.

Preferably, the flexible membrane 242 in the upright portions 236 of thediaphragm 50 may be reinforced with suitable flexible fiber such asKevlar™ aramid fiber cords or steel wires embedded in the rubber-likematerial, to be strong enough to resist entry. The membrane of the upperportion of the diaphragm 50, however, as it extends between the curvedand horizontal portions of the roofs 48, may be subjected to an amountof elastic stretching, requiring that part of the membrane to beself-supporting and entirely of an elastic material.

Modular Brake System

A brake system module 252 is supported beneath the car body 32, as shownin FIG. 1, and is shown in greater detail in FIGS. 22-24. As shown inFIG. 22, the brake system module 252 includes a modular support framehaving a pair of frame sides 254 interconnected by shorter cross members256 and 258. Near and partially supported by the cross member 258, alarge generally cylindrical air reservoir 260 is mounted on the supportframe. Adjacent to and supported partially by the cross member 256 atthe other end of the frame is a conventional air brake control valve262, which controls operation of the air brakes on the car 30. Atrainline connector pipe 266 extends to a tee fitting 268 to connect thepipe 266 to the trainline 270 which extends longitudinally of the car. Abrake cylinder connector line 272 also extends from the valve 262, witha branch 274 extending to a dummy reservoir 276 attached to one of theframe sides 254 by a suitable support frame 278 located near the airreservoir 260. A retaining valve 280 is also mounted on one of the frameside members 254, near the valve 262.

At each end of each of the support frame, holes are provided in frameside members 254 so that the module 252 can be attached to the car body52 by bolting the frame side members 254 to respective mounting brackets282 attached to the car body 52, and by connecting the train line 270 ofthe car 30 to the tee fitting 268 and the brake cylinder line 284 of thecar 30 to the brake cylinder connector line 272.

The brake system module 252 thus includes the parts which are difficultto repair and the fittings which may be difficult to attach, all in thesingle module 252 which can be assembled and tested as a complete unitapart from the car 30 itself, thus simplifying assembly and installationof the brake system for the car 30.

Deck-Edge Hinge Assembly

Turning next to FIGS. 25-29, decks 104 of a pair of multi-unit cars 30are shown in FIG. 25 with their outer ends 39 adjacent one another, anda pair of bridge units 286 and 288 are attached to the vehicle-carryingdeck 104 of one of the cars 30. An outer end 290 of each of the bridges286 and 288 rests atop the outer end 39 of the vehicle-carrying deck 104of the adjacent car 30. An inner or nearer end 292 of each of thebridges 286 and 288 is supported so as to be pivotable about ahorizontal pivot axis 294 defined by a hinge combination including afixed hinge 296 including a first hinge pivot member and an adjustablehinge 298 shown in greater detail in FIGS. 26, 27, 28, and 29. A fixedhinge 297 and an adjustable hinge 299, located on the opposite side ofthe deck 104, are mirror images of the fixed hinge 296 and theadjustable hinge 298.

In FIGS. 26, 27, and 28, a top plate 300 of the deck 104 has been cutaway, exposing the interior of a deck edge pocket 302 which is openoutwardly along an oblique margin 304. A horizontal hinge pin or shaft306 extends through a tubular housing 308 which is part of the inner end292 of the bridge unit 286. A first end 309 of the shaft 306 extendsinto a gudgeon 310 which is the first hinge pivot member of the fixedhinge 296, and which is located along a transverse margin 311 of theouter end 39 of the deck 104. The opposite end 312 of the shaft 306extends into a gudgeon 314 which is part of the adjustable hinge 298. Abridge support plate 316 is located beneath the gudgeon 310 and extendslaterally toward the adjustable hinge 298 and beneath the tubularhousing 308, which can rest upon the support plate 316 temporarily whilethe first end 306 of the shaft is being inserted into the bore of thegudgeon 296.

Similarly, the adjustable hinge 298 includes a bridge support plateportion 318 that extends laterally from the gudgeon 314 toward the fixedhinge 296 and beneath the tubular housing 308 when the adjustable hinge298 is in its outwardly extended operative position as shown in FIG. 26.

When the bridge 286 is disconnected from the deck 104, the adjustablehinge 298 can be swung into a stowage location within the pocket 302,where it is preferably held by a catch, such as a simple spring catch320 in the form of a metal strip. The pocket 302 is defined in part by ametal web member 336, to which the catch 320 is attached, as by the useof rivets.

In a preferred embodiment of the movable hinge 298, a hinge body 322includes a pivot arm such as the neck portion 324 attached to a base ormounting 326 through a mounting pivot joint defining a vertical pivotaxis 328. The base or mounting 326 is of welded construction andpreferably includes a pair of plates 330 interconnected with each otherby a spacer wall 332. The plates 330 are located between and respectiveones of them welded to the top plate 300 and a bottom plate 334 of thedeck 104 a small distance into the pocket 302 from the oblique margin304.

The hinge body 322 includes a bottom plate 338 which includes thesupport plate portion 318. A top plate 340 and the bottom plate 338 arewelded to opposite sides of the neck 324, which may be a single piece ofheavy plate material having a thickness 342 appropriate to fit snuglybut movably between the top and the bottom plates 330 of the mounting326. The mounting pivot joint pivot pin 344 is mounted in the top andbottom plates 330 and extends through a bore defined in the neck 324,attaching it pivotably to the mounting 326.

The top and bottom plates 338 and 340 of the hinge body 322 areinterconnected further by a pair of webs 346 extending vertically andlengthwise of the hinge body 322, and the gudgeon 314 is welded to a topsurface of the bottom plate 334, while the top plate 340 includes anarrow portion 349 welded to the gudgeon. An opening 348 in the topplate 300 exposes the narrow portion 349 of the top plate 340 so that itcan be engaged to pull the adjustable hinge 298 from its stowageposition toward its extended, operative position.

Preferably, an inner end face 350 of the hinge body, defined by the topand bottom plates 334 and 340, is met by corresponding stops in the formof margin portions 352 and 354 of the plates 330, limiting movement ofthe hinge body 322 into its stowage position in the pocket 302 and intothe extended, operative position, respectively.

With the adjustable hinge 298 located in the stowage configuration shownin FIGS. 27, 28, and 29, the oblique margin 304 of the deck 104 is clearof projections, so that the doors 180, 182 of the car 30 can be closedaround the deck 104.

It will be understood that similar hinge assemblies including fixedhinges 296, 297 and adjustable hinges 298, 299 would also be provided inother decks or floors, such as the movable deck 106, of such a car 30.

The terms and expressions which have been employed in the foregoingspecification are used therein as terms of description and not oflimitation, and there is no intention, in the use of such terms andexpressions, of excluding equivalents of the features shown anddescribed or portions thereof, it being recognized that the scope of theinvention is defined and limited only by the claims which follow.

We claim:
 1. A hinge apparatus adjustable between a stowed configurationand an operative configuration, for use in temporarily connecting abridge member to a deck of a railroad car, comprising:(a) a hinge bodyincluding a hinge pivot element defining a generally horizontal hingeaxis; (b) a mounting assembly for attachment to said deck; (c) amounting pivot defining a vertical axis of rotation and interconnectingsaid hinge body with said mounting assembly; and (d) a limit stoparranged to prevent said hinge body from moving from said stowedconfiguration beyond said operative configuration with respect to saidmounting assembly.
 2. The hinge apparatus of claim 1, further comprisinga catch assembly arranged to hold said hinge body releasably with saidhinge apparatus in said stowed configuration.
 3. The hinge apparatus ofclaim 1 wherein said hinge body includes a support member locatedadjacent said hinge pivot element in position to support said bridgemember temporarily while said hinge pivot element is being connectedwith or disconnected from said bridge member.
 4. In combination with ahorizontal load-carrying structure having a margin including atransverse portion and an oblique portion, hinge apparatus defining ahorizontal hinge axis, comprising:(a) a first hinge pivot member mountedon said transverse portion of said margin; (b) a stowage pocket definedin said horizontal load-carrying structure and open outwardly along saidoblique portion of said margin thereof; (c) a movable hinge bodyincluding a second hinge pivot member interconnected with saidload-carrying structure and movable between a stowage position in saidpocket and an operative position in which said second hinge pivot memberis located outwardly beyond said oblique portion of said margin and isaligned with said first hinge pivot member, said first and second hingepivot members defining said horizontal hinge axis when said movablehinge body is in said operative position.
 5. The combination of claim 4wherein said movable hinge body includes a pivot arm interconnected withsaid load-carrying structure and movable with respect thereto about avertical pivot axis, between said stowage position and said operativeposition.
 6. The combination of claim 4, including a resilient catchlocated in said pocket and engaging said hinge body and retaining saidhinge body in said stowage position.
 7. The combination of claim 4wherein said hinge apparatus includes a gudgeon defining said horizontalhinge axis and a bridge support member extending generally horizontallyand located adjacent said gudgeon.
 8. The combination of claim 4 whereinsaid hinge apparatus includes generally horizontal bridge supportmembers adjacent said first and second hinge pivot members.
 9. Thecombination of claim 8 wherein said first and second hinge pivot membersare gudgeons and said bridge support members associated respectivelywith said first and second hinge pivot members are located between saidgudgeons when said movable hinge body is located in said operativeposition.
 10. The combination of claim 8 wherein said first hinge pivotmember is a gudgeon and said second hinge pivot member is alignedtherewith when said movable hinge body is in said operative position.